Suspension for vehicles



o. c. mxsoN.' SUSPENSION FOR VEHICLES. APPLICATION FILED IAN..3I 1920.

1%...- .wifi vim Patend Oct. 4, 1921.

INVENTOR..

````` I N nu.. II-

l I I Y N um B ww -I W im@ w a 9 Nmww ,m p3 m1, 1

o. C. mxsoN. SUSPENSION FOR VEHICLES.

6 rQnW D 2 E. 9 mf W f 1.

ATTORNEYS.

2 SHEETS-SHEET 2.

oscaR o. RIXsoN, or NEW ROCHELLE,4 NEW aromi.

. SUSPENSION ron VEHICLES. f

Specification of Letters Patent. i

ApplicationA filled January 31, 1920. serial No. 355,478.

To all 'whom t may concern:

Be it Iknown that LOs'cAR-C. RIXsoN', a citizen of the United States, residing at New Rochelle, in thecounty of Westchester and State 'of VNew York, have invented cer tain new and usefullmprovementsin Suspensions for Vehicles, of whichV the :tollowing is a full,"clear,and exact description. This invention relates to' the resilient sus-v pension or-support of the body orframe of a vehicle upon its running gear or axles.`

One `ob`ect-o'f the invention is torvide a spring suspension which not only servesy the usual 'functions of cushioningordinary vibrations and movements of the body of thev vehicle, but serves also as a shock absorber to limit. the excessive Vmovements of the body and axles in manner to avoid abrupt stops and rapid recoils of the relatively moved parts. f Y

A further objectof the invention is to provide a( spring suspensionwhich causes `both sides of the body of the vehicle to move Aup and down' Vtogether andv equally regardless of the distribution of the load or the unevenness or" the roadway over which'A the vehicleris passing'.

` A still further object ist-Lo provide aresilient suspension forvehicles, the tension or' scnsitiveness or" which can be adjusted at will tomeet theV conditions of load, and a vnal Objectis to accomplish these objects in a construction which is simple, durable,l

effective and inexpensive* These objectsjare attained by a combinationof suitable resilientfmeans anda peculiar lever system all of which will be'fully vexplained vin connection with theaceom panying 'drawings in which:

F igurel is av side elevation illustrating one embodiment of my invention with the parts in the relative position which they assume when the vehicle 'isfnotloaded Fig. 2 is a rearwelevation of a portion'of the same with some otheparts in section.A Fig. 3 is an elevationy of certain of the.' parts showing the relative positions approached asV theV frame reaches extreme downstroke,` Y

Fig. l is an Velevationfof certain of the parts showing their relative position when the 'ramehas about reachedthe end of its extreme up stroke.

the end of its Fig. 5 is an elevation'of certain ofl the the frame is loaded and at rest.

Fig.'-6 is anelevation of an embodiment of my invention in which Athe sensitiveness of the support is variable. f

' Fig. 7 is'a rear elevation of'the'same and Fig.` 8 is an elevation of a modification of the connection between thespring and the shaft. 1

'In the illustratedk embodiment (referring particularly 4to Figs. 1 to the frame 1 carries at each side a depending lug 2 to which is pivotally connected one end of a lever 3. The intermediate portion of each lever 3 is pivotally connected 'at 4 to a lug 5 carried by a collar 6 rigidly secured to the rear axle 7 such asfby clamping. Between the free end of each lever 3 and the frame 1, I provide a lever ksystem and suitable resilient means which will now be described. Depending from each sideof the frame is a rigidl bracket 8 provided with a bearing member 9.` Rotatablymounted'insaid bearf ing members and extending transversely of thek frame is a crank shaft 10 having square or non-circular end portions 10a and central portion 11, yandcircular intermediate portions 120i greater diameter which are received by the bearing members 9. A pair of disks 13 having square or non-circular openings 111 therethrough which are large enough topass over the circular portion of the shaft, are'held against rotation on the shaft by means of lsquarefor non-circular split bushings 15,Vv which -t within the openings 14. Each disk 13 has a plurality` ofthe helical torsion spring 18 which sur` rounds the sha-ft Aand has its other end 19 'secured to a bearing'member in any suitable manner. 'Q I prefer to use two of these springs, one extending from each of 'the disks to the corresponding bearing member. A suitable cover 2O for the springs may be carried by the shoulders 21 of the bearing members. Secured to each end 10t of the shaft by suitable meanssuch as a pin 22, are crank members, which in the simplest embodiment consist of arms 23. Links 24 are -pivotally connected at oneen'd to both sides of the free end of the cranks by means vof crankV pins 25, and at their other ends to l Patented'oct. 4, 1921.

f proach tip or the free end 'of the lever 3 bypins 26. The lever 3' connects theframe and axle sufficiently to cause their common movement along the roadway, while the' pivotal connectings of the lever enable relative move# ment between the frame and axle, which are controlled by the lever system'and resilient means. Because of the connections between the shaft 10 and the axle on opposite sides of the vehicle, any relative movement between one side of the vehicle frame 1 and the axle will Wcause the ,shaft to 'rotate and produce aV corresponding movement between the other side of thev vehicle frame 1 and the axle. Thus regardless of the distribution of the load upon the vehicle the frame will not sag more on one side than on the other andk both sides'of the vehicle body will move anddown together, and equally. Relative movement between the frame and the axle will, because of the connection of the :crank arm to the axle by links 24, cause the crankarm 23 and shaft 10 to rotate about the axis of the bearings in one direction or the other. Thus when the axle and frame approach each other, the. crank arm and shaft will be rotated counter-clockwise (Fig. 1) and the spring 18 will be tensioned or wound up. When the axle and frame separate, the crank and shaft will be rotated clockwise (Fig- 1), and the spring will assist or produce this movement In` practice, the framewillapproach the axle until the tension or stress in the spring which becomes greater with the rotation o the shaft 10, is sulicient to balance the v(turning movement produced by the weight of the frame and body and cause equilibrium o f the parts. As the vehicle passes over rough or uneven places in the roadway,l

the axlev and frame will be caused to apeachother and ithe spring will be tensioned or wound up still more, and the extra stress or tension thus imparted to the spring will cause it to return the frame and axle totheir former relative position in the manner common toV all spring suspensions. If vthe frame is moved beyond the normal position, during the return movement, the weight of the frame together with any load carried Athereby will cause the vparts to return to their normal relative position in equilibrium. During the rotation of the crank arm in the mannerset forth the crank pin-25 moves through an arc of a circle and not directly vertical, so that some provision such a movement I prefer to use the con-1V vstructionillustrated, in which theglinks 24 oscillate through a small arc 'about the pivot 26 to permit of the requisite horizontal movement of the crank pin and at the same time provide a positive connection between the lever Bandthe crank. It'is desirable of course that the links 2,4 be always as near the vertical position Vas possible, that is,extending generallyv in the direction of relative ymovement between Vthe frame and the axle. lThe links 24 must not be horizontal because such a position would lock the pin 25l against thisfnecessary horizontal movement and therefore they should make a considerable angle with any horizontal f plane or with a plane or line perpendicular to the direction` ofk relative movement between the frame and axle.

To the forward` end 27 of eachside piece of Ithe frame isv pivotally connectedat 28, the upturned end of an arm 29 extending forwardly from and rigidly attached tothe front axle 30. Slightly offset from the arm 29 and in the plane ofthe front axle is an upwardly extending lug 31. This construction takes the place of the lever 3 that is used in connection' with the rear axle, and

ther upper ends 'of thev links 24 are pivoted of illustration, and wevwill `assume this to y be the axle. f The horizontally extending crank shaft may be said .to have a partial rotation about the crank' p-in as an axle or fulcrum, except that since the crank shaft can only move verticallythe fulcrum shifts- I in a substantially khorizontal direction'to compensate for Vor Vtake. up the horizontal component of the rotary movement. In

other words, there may be said to be a rotary movement olf Vthe 'crank shaft about the crank pin, but the rotation is upon an axis or fulcrum moving at such a rate and in such directions that the actual path traversed by;l

the crank shaft is a verticalpath. When the crank arm is substantially horizontal (Fig. 5,) which is the non'nalposition of equilibrium with the vehicle loaded, all ofthe force produced by the body and frame tending'to rotate the crankshaft about the fulcrum (whichfis the crank pin) is applied at right angles to the crank arm vand thusproduces a turning to-rque'of substantially an equal amount, and very little if any pull is exerted lengthwise of the crank arm. The torque so producedis opposed by thespring f and equilibrium exists. vWhen lanV lexcess,

downward force is applied to the crank arm, such as would occur when thevehiclepasses over an'uneven roadway, rotation ina counterclockwise direction (Fig. y) Y.might occur. As-such rotation of the crank-arm proceeds, an increasing proportion'y of the force applied is exerted in pulling along the lengthy of Vthegcrankarm andless is effective in turning the crank armt When the parts reach thev Fig;.3 position,.the majorjportion ofthe pull is along. the. length of the .crank arm and the minorportion is turningfthe'.

crank armi in `opposition -to the spring. VThus more .and more of `the shock or excessive force applied is aabsorbed along the.

' length of the crankarm andA less acts to produce rotation of the crank arm, so that the motion of the frame or-body is in additionto the action of the spring, checked by a direct pull along the length 'of the crank arm'which increases with the amount of relative movement between the frame and axle away from a normal relative position. This causes the frame to be brought to rest gradually and lwithout-'an abrupt action such aswould occur if ordinary limit stops .were used. When Vthe downward movement of the-body has thusy been checked, the reaction of the spring will cause the parts to return f'tonormal position as soon as the excessive. downward force is removed, and the momentum will carry. them beyond the .normal relative position and the position illustrated in AF ig. 4 will be approached. If the parts are in the F ig.' 4 position, the reaction -ofthe spring upon the Acrank arm tending-to turn..the crank arm vabout the fixed (assumed) fulcrum, which is the crank pin, will be acting ina horizontal direction and will not cause any further vertical movement because the crankshaft is Vthen as faraway vertically with respect to its fulcrum as itcan be, and further vertical movement Vwill be .opposedbya'direct pull along the lengthtof the` crank arm.V The parts are thus again brought to rest gradu; ally and without the abrupt action whichV is incident to the use of limit stops. In actual practice, the design of the spring and parts is suchV that the Fig. 3and Fig. 4 positions ,Y

willwbe approached but seldom if ever reached. Itis known that a springsuspension is most sensitive under a certain loading, and I'have found that by shifting the crank pin toward and from the axls of the shaftlthat the maxim-um sensitivenesscan be chambery and pivoted between the platesat 36is a bell crank lever 37, one arm of which extends beyond the plates to Vform an operating handle `and they other arm of which carries the crankV pin 38, by means lof which it is connected to the links 24. The plates are both provided with a pair of valined apertures 39, and the plate 34 is also provided with threaded holes 40 adjacent to theV apertures 39. A key 41 is adapted to be passed through either set of I'the alined apertures and across the chamber between the plates toA confine the` lever 37y in position against the vboss 33 at either end of the chamber. A screw 42'is adapted to be passed through an aperture in anl offsety portion of the key and into one of the lthreaded holes 40 to secure the key against unintentional removal from the apertures. Movement of the lever from one end' of the chamber to theother shifts the crank pin toward or from the axis of the shaft and thus decreases or increasesthe effective length of the crank arm. I have found when the effective crank arm is thus shortened that the suspension is less sensitive than when itis made longer, and thus' the crank arm can be adjusted to have its'.

maximumv sensitiveness fory any of a plu-v rality of loadings of the vehicle.

In the construction illustrated in Fig. 8, the spring is not carried by the shaft l0 but nevertheless operates to opposeJ its rotation f in one direction, and'assist or produce it in the other direction. According to this arrangement I mount a rod 43 for 'sliding movement in a pair of brackets 44 and 45, which are carried by the frame. One end o-f the rod is connected to a lug 46 upon the crank arm yor shaft by means of one or more links 47 pivotally connected to each other,

to the rod, 'and to the lug 4 6. The springV 48 surrounds the rod between the brackets 44 and 45 and is adapted to be compressed againstrone of the brackets 45 by a plate 49 ixedly carried by the rod at the other end of the spring and between the brackets. Thus rotation of the shaft counterclockwise (Fig. 8) will pull on the rod 43 and compress the spring between the plate 49 and the bracket 45, and rotation clockwise will release the spring. The spring of course constantly tends to produce the clockwise rotation and opposes the rrotation produced by the weight ofthe vehicle.

The friction between the bearings and the shaft 10 also tends to resist movement of the crank shaft from any position of rest andv thus assists in checking'relative movements to some extent. In fact by varying the fric'- -tion between the shaft and the bearing, such as by a split bearing the parts of which are clamped together, the amount of resistance `to relative movement derived' from this source could -be varied within vcertain limits.V` I have illustrated my invention as applied vbetween the frame and the axles, but it is obvious that it can be applied between any two relatively'V moving parts of a vehicle, and Il havensed the expression running gear in the claims to mean the axles or,

other Vsuitable support for the body frame.

y I claim y f1. A" complete suspension for vehicl bodies` comprising in combination with the body and an axle, `an arm pivotally and nonresiliently connected Vto both the 4body and the' axle for movement about axes substantially parallel with the axle and having one of its pivots movable substantially in a horizontal direction to accommodate a vertical movement of the other pivot with the body, whereby the maximum vertical movement of the body inone direction, will causey a .direct pull substantially along the length of the arm, and resilient means constantly tending to rotate the arm 1n one direction A about one of its pivots and constantly urgving said body and axle apart.

2. A, complete suspension. for vehicle bodies comprising in combination with two relatively movable parts such vas the body and axle, an arm pivotally and non-resiliently connected at one end to one of said parts for movement about an axis parallel to the axle, a non-resilient connection between the other end of said arm and the other of Vsaid `movable parts permitting movement of said other end of the arm atV substantially right angles tothe direction of l'relative movement between the parts, whereby the` maximum relative movement between the parts in one direction, will cause a pull in aV direction substantially along the length of the arm, and resilient means constantly opposing pivotal movement of the arm in one direction, and constantlyurging said-parts apart.

3. In a spring suspension for vehicles, the combination of theb'ody frame, an axle having a non-resilient extension, a crank arm rotatably and non-resiliently carried by the frame, a spring for opposing rotary movement of the crank arm in one direction,v a linkl pivotally depending from the axle extension/,and also pivoted to the free end of the crank arm, the strength 0f the spring having a value sulicient when the vehicle carries its normal load tobring the body to Y rest with the crank arm substantially horizontal and yielding when subjected to an excessive load vto permit rotationj of the crank arm until the pull thereon is in a direction substantially 'along the direction of' itsflength for av 'maximum relative move-r ment between the body frame and axle.

4.' Ina spring suspension for vehicles, the combination of a body. frame, an axle, a crank rotatably and non-resilient'ly carried by the frame, a spring for opposing rotary movement of the crank in one direction, a

lever pivoted Aat one-of its ends to the framel and at a point intermediateits` ends to the' axle, and a link pivotally depending from the other end of the lever-and also pivoted' 'to' the free end ofthe crank arm; f Y v v 5. In a spring suspension for vehicles, the combination ofa body frame, an axle, aL

crank rotatably and non-resilentlyl Y carried by the vvframe. for rotationl about .an axis Vsubstantially parallelwith the axle, aspring for opposing rotary movement of the crank in one direction, a non-resilient member con-f nected to the axle, and a link pivotally de-'g pending from the member' andy also/pivot ally connected to the free end ofthe crank,"

said crank and ,A linkhaving ,theirV relative lengths proportioned to cause the pull between them' to lie substantially along and in the direction of their lengthslatthe limit j of the maximum relative movement between the frame and axle in one direction. i

6. Ina spring Suspension'forfvehicles the 7 combination with the body frame and an axle, of a shaft rotatably and non-resiliently carried by said body frame and extending from side to side thereof, a crank arinsecured to each end of Y the shaft, resilient means opposing rotation of theshaft in one direction and non-resilient means connecting each crank arm to the axle in such a manner that relative movement between one Side of the body Vframe-and the .axle will through;

thereof in one direction, a crank arm se@ cured to. said shaft, and having a portion* carrying a crank pin adjustable thereon to` bring the crank pin 'toward and from the axis of the shaft, means for securingy the adjustable portion in adjusted positions, a

connection between the crank'pin and the"v other of said parts for limiting movement" vofthe crank pin to a direction substantially laterally of the direction of movement betweenv the relatively movable parts.

8. In aspring suspension'for vehicles, the combination of two parts relatively movable toward and from. one another, a Yshaft carried by one of said parts, resilient means connectedV to said shaft to oppose rotationthereof in one direction, a crank arm .secured to said shaft and having a portion .carrying a crank pin adjustable'thereon `,to

bring the crank pin toward and from the axis of the shaft, means for securing the adjustable portionin adjusted positions, a connecting rod pivotally connectedto said crank pin and tov the'other ofv saidparts,

said'rod extending generally in the `direction of relative movement between the said parts. y v Y f' 9. In a spring vsuspension -for vehicles, the combination of two parts relatively movablefftoward and'-from one another, la shaft carried by one ofsaid parts,'resilient means connected to koppose vrotationof the shaft, a' plate secured to one end of the shaft, a lever pivoted to said plate and carrying a crank pin atea distance from the pivot of the lever, andhaving an operating arm extending across the plate whereby operation ofy the lever will shift the crankv pin toward or from thev axis of the shaft, means carried by the plate for securing the lever in adjusted positions, and a .connection between the crank pin andthe other of said parts for preventingsubstantial movement of the crank pin in the direction of relative movement of the parts when the part carrying the shaft moves, and for causing said pin to have substantial movement in the direction of relative movement of the parts when theot'her of said partsmoves with respect to the part carrying the shaft.

l0. In'a spring suspension for vehicles, the combination of two parts relatively movable toward and from one another, a shaft carried by one of said parts., resilient means connected' to oppose rotation of the shaft, a plate secured to one endr of the shaft, a lever pivoted to said plate and carrying a crank pin at a distance from the` pivot .of the lever and having an operating arm extending across the plate whereby op- Y eration ofthe lever'wll shift the crank pin toward or from -the axis of the shaft,

said plate havinga plurality of apertures therein, means including a key adapted to be selectively -placed in'one YofV said apertures for securing said lever-in adjusted position on the` plate, Yand a connection'be? tween the crank pin and the other of Vsaid parts for preventing substantial movement of the crank pin in the direction of relative movement of the parts when the part car-v rying the shaft moves, and for vcausing said pin to have substantial movement 1n the direction of relative movement of the parts when the other of Vsaid parts moves with respect'to the part carrying the shaft.

l1. In a spring suspension for vehicles,

the combination of two relatively movable' parts, a plate pivotally carried byone of said parts, means opposing the rotation of said plate in one direction and carriedby said one part, a member provided with a pivot portion and adjustably carried by said plate to be shifted thereon at will to bring the pivot portion towardor from the pivotal axis ofthe plate and a connection between the pivot portion and the other of said parts. A

12, In a spring suspension forvehicles,

the combination of tworelatively movable parts, a plate pivota'lly carried 'by one ofV i said parts, means carried by said one part for opposing the rotationcof said plate in one direction, a lever pivotally carried by said plate, means for securing said lever in a plurality of vadjusted positions onsaid plate, means for connecting said lever to the other of said parts, the point of connection Y of said means to said lever being Vshitable .toward and from ythe axis of the plate when the lever is shifted on the plate; v 13. A suspension for vehicle bodies and the like, comprising incombination vwith two relatively moving parts' suchf'as the frame and the running gear, of bearing means carried by onel of said parts, a shaft carried by said bearing means, a l'disk having a plurality of spaced notches in its periphery,

a spring surrounding 'said shaft and con-.j

nected at one end .to the bearing means, said spring having a hook on itsother end adapted to be received in any one of said notches,

and'means including a crank for connecting the shaft to the other of said parts whereby relative movement between said parts will cause a rotation lof "said shaft. 4

- 14. In a` spring suspensionv for vehicles,

'the' combination of two relatively v"movablea lever pivoted toysaid plates eccentric to said shaft and shiftable within said chamber to different operative positions, one end of said lever extending beyond said plates for manual operation, a connection between an'- otherv portion of the lever and the other of said parts,l both'. of' said plates'shaving a' plurality *of* alinedVV apertures" therein, and

ka key adapted to'b'e inserted through select-l 'ed ones of said alined apertures to prevent movement of said lever from an adjusted position in said chamber.

l5. In a spring suspension lfor vehicles, the combination of two relatively movable parts, a shaft carried by one of said parts,

resilient means connected to said shaft to f oppose rotation thereof in one direction, a plate secured to an end of the shaft, asecond plate secured to the .first plate and forming with said kfirst plate a chamber therebetween,

a lever pivoted to said plates eccentric to said shaft and shiftable within said chamber to different,operativepositions, one end of said lever extending beyond said plates for manual operation, a connection between another portion of the lever land the other of said parts, both of said plates having a 1 plurality of alined apertures therein, a key adapted to be inserted through selected ones of said alined apertures t0 prmfentv movement of said lever from adjusted position in said chamber, anda screw carriedby said key and'adapted to screw into'said second plate to prevent withdrawal of the key.

16. In a spring suspension for vehicles, the combination of two relatively movable parts, a shaft'carried by one of said parts, resilient means connected to vsaid shaft to oppose rotation thereof in one direction, a late secured to an end ofthe shaft and having bossesv on one face thereof at two opposite edges, a second plate arranged face to face with said first plate but spaced therefrom by said bosses,'means for securing said second plate to said first plate, said plates having a plurality of alined apertures therein, a key ada ted to pass through selected ones oli' sai alined apertures, means for securing the key against unintentional removal, a lever pivoted between said plates eccentrically to said shaft and having a portion extending between and beyond saidy plates toi enable manual operation thereof, said lever being held a ainst one boss or the other bysaid ke said lever also having a pivot thereon shiftable toward and from the axis of said shaft when the lever is shifted from one position to the other, and afconnectionbetween the pivot and the other of said relatively movable tparts., t

17.` In a spring suspensionfor vehicles, the combination of the bodyrframetan axle,

a crank shaft extending transversely of. they body frame and substantially parallel with'- the axle, non-resilient means for rotatably securing the shaft to the body fra-me, a crank katfeach end of the shafta pair of links pivoted one to the free end of each crank,

and non-resilient means for pivotally secur! ing the other ends of the links tothe axle,

whereby any displacement vertically of one side vof the body frame impartsa corresponding displacement of an equal amount torthe'other side ofthe body frame.

nected to one of the parts,=a link pivoted to, f i lthe free end ofthe arm and also non-resiliently connectedl tothe'other of said parts,

resilient'means constantly tending to rotate L said arm in one direction about its pivotal connectiontosaid one ofthe parts so as to i urge said parts apart, said springV having ay strength suiiicientto maintai-nthearm 1n a position approximately transverse to the relative movement of the parts or a normal loading of the vehicle, and yielding under an excessive load to permit rotation of the crank arm untilthe pull'thereon is iny a direction substantially along the direction, of its length, said link beingl disposed to extend generallyinthe direction of relative movef f mentl yof the parts V.when --the vehicle 'is normally loaded. Y l19. In a springy suspension for vehicles, the combination of two :relatively movable. parts such as the bodyand axle, an arm pivotally and non-resiliently Vconnected ;at one end to one of said parts for movement about an. axis substantially parallel to the axle, a link ,-pivoted tothe Vfree end of theV arm, a pivotal and non-resilient connection between the free end offthe link and the other. of said parts, the arm and link beingnormally arranged man angular position;

with respectv to lone another whereby the maximum relativemovement of the parts in one direction will cause the three pivotal connections to move into substantially a Y straight line, and spring means opposing;

such a movement andconstantly urging saidV parts apart. f

In witness whereof, I hereunto` subscribe my signature.

l 'OSCAR o; nixsoN.. 

